Combined spring and lever suspension for vehicles



C. DRABEK. COMBINED SPRING AND LEVER SUSPENSION FOR VEHICLES.

APPLICATION FILED MAY 25, IBIS.

Patented Nov. 23, 1920.

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APPLICATION FILED MAY 25, I916;

Patented Nov. 23, 1926.

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COMBINED SPRlNG AND LEVER SUSPENSION FOR VEHICLES. APPLICATION FILED MAY 25. 1916.

1,359,677. Patented Nov. 23, 1920.

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Aliomeyr C. DRABEK.

COMBINED SPRING AND LEVER SUSPENSION FOR VEHiCLES.

APPLICATION. FILED MAY 25, me. 1,359,677. Patented Nov. 23, 1920.

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aw B I I y a i Y UNITED STATES CHARLES DRABEK, OF CLEVELAND, OHIO.

COMBINED srmne AND snsrmvsion non VEHICLES.

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Application filed May 25, 1916.

T 0 all whom it may concern Be it known that I, CHARLES DRABEK, a citizen oil the United States, residing in the city of Cleveland, county or" Cuyahoga, and State of Ohio, have invented a certain new and useful Combined Spring and Lever Suspension for Vehicles, of which the following: is a specification.

This invention is a combined spring and lever suspension for vehicles and constitutes an improvement on my prior invention forming the subject matter of Patent No. 1,119,937, of December 8, 191 1.

The object of the invention, speaking generally, is to provide a structure which will minimize the transmission of shocks and vibrations, resulting from irregularities or obstructions in the road-bed, to the body of. the vehicle, and among the features of the invention by which this object is accomplished may be briefly enumerated, first, an arrangement of levers, preferably of the first class, which are pivoted to a load-can rying' member, and which have resilient con nections with said load-carrying member and with the axles of the vehicle; second, means for precluding lateral sway of the load-carrying member when the vehicle is passing over uneven roads; third, an improved manner of mounting the levers for pivotal. movement on the load carrying member, to obviate torsional strains on said member and secure maximum rigidity; fourth, an improved manner or securing the levers to the axles by nonrigid, resilient connections; fifth, an improved form or loadcarrying member, by virtue of which all torsional strains are obviated, and, sixth, the combining in a vehicle chassis, of a plurality of the "foregoing features, all of which cooperate with one another with such hi gh degree of eihciency that the shocks or vibrations received by the vehicle axles are mini mixed in the load-carrying member, so that the vehicle rides smoothly and without jar.

Features of the invention, other than those specified, willbe apparent from the hereinafter detailed description taken in conjunctionwith the accompanying drawmp s.

In the accompanying drawings 1 have illustrated different practical embodiments of the invention, but the constructions therein shown areto he understood as illustrative, only, and not as defining the limits of the invention.

Specification of Letters Patent.

Patented Nov. 23, 1920.

Serial No. 99,771.

Figure 1 is a plan view of a chassis embodying the present invention, certain portions of the loadcarrying member and cooperating levers being broken away, in the interest oi clearness.

F ig. 2- is a vertical, longitudinal section taken on line 22 of Fig. 1.

Fig. 3 is a front elevation of shown in Fig. 1.

Fig. 4 is a rear elevation thereof.

Figs. 5 and 6 are transverse, detail sections taken on the lines 5-5 and 6-6, respectively, of Fig. 2.

Fig. 7 is a detail perspective of a certain sliding connection between the front axle and the spring to which one of the levers is connected.

Fig. 8 is a plan view illustrating one-half of a modified form of load-carrying member particularly applicable for employment with other "features of this invention, and

F 9 is a like view of a further modified form of load-carrying member which may be employed to advantage.

Referring; to the drawings, the running gear is shown as embodying a front axle A, supported by wheels at and a rear axle B, supported by wheels 6. Positioned in a plane above the axles is a rigid frame C, which constitutes the load-carrying member or the chassis. In the embodiment oi the invention illustrated in Figs. 1 to 7, inclusive, load-carrying member C is shown in the form or a rectangular frame constructed from channel beams. The side reaches 0 of the :trame are maintained in parallel, spaced relation by transverse end members 0 positioned at the back and front, respectively, of the frame. In said figures the transverse m mbers 0 c protrude for a short distance beyond the lateral edges of the side reaches 0, tor reasons hereinafter manifest. o

The load-carrying member C is supported above the axles, in operative relation there to, by means of four suspension levers D and E. the levers D constituting a pair for supporting' the frame from the front axle, while levers E constitute another pair for supporting the frame from the rear axle. Levers D, which are preferably of the first 1; d or class, are pivoted to load-carrying member C at points rearwardly of its center. as shown best in F igs. 1 and 2.

Any desired form of mo'nntingmay be employed, but in Fig. 5 is shown the .one prethe chassis ferred. It consists in an inverted, substantially U-shaped, metallic strap F, one end of which extends over each side reach 0 of the frame and is secured to saidreach by a bolt f. The ends of strap F depend below the lower edge of the reach and embrace oneof the levers D. A bolt f extends through the depending portions of strap F and through the lever D, and this bolt, which is locked against longitudinal movement by jam nuts f serves as the fulcrum. for the lever. Both levers D are thus pivoted beneath the frame rind in the same vertical planes as the respective side reaches 0 with which they are associated. This constitutes an extremely rigidconstruction, since the strains incident to pivotal movement of the levers are received directly beneath the side reaches 0, in the form of a direct, upward thrust, and not as torsional strains. Moreover, to assure still greater rigidity of the mounting,

bolt 7" preferably extends transversely of the load-carrying member C and forms a common fulcrum for both levers. Any torsional strains, therefore, incident to slight side play of the levers, are carried by bolt f, and, accordingly, the sidereaches c are not subjected to such strains. 7

Each lever D is preferably so proportioned that it has arms of unequal length, the short arm (Z of which extends rearwardly of the load-carrying member to substantially the rear end thereof, while the long arm (2 e2;- tends forwardly beneath its side reach a, and carries at its forward end a spring (Z built up of a plurality of leaves of progressively increasing length, as shown in Fig. 2

Mounted on the front axle, at each side thereof, is a seat G, provided with a slideway g, in which is adapted to rest the lower leaf of spring (5 and a cover g is adapted to be secured, by any suitable means, over seat G to house the spring within the slide way. The spring is thus precluded from vertical disengagement from slideway g by cover 9', while it is precluded from pulling free from the slideway by the turned-down end of the spring as shown at 9 Figs. 2, 3 and 7 At the end of the short arm (5 of each level" D are laterally extending trunnions 7b, to the outer ends of which are pivoted upstanding posts h, which posts extend upwardly through apertures in the transverse end member 0 of the load-carrying member and project beyond the upper edge thereof.

Around each post It is coiled a helical pring M, and superimposed upon said helical springs are washers h The upper ends of posts hare threaded toreceive nuts b and,

. when these nuts are screwed into place, helical springs k are placed under tension. To assure the centralizing of posts It within springs 72/ each spring is preferably provided with a depressed seat :2 mounted on the upper edge of transverse bar 0, or

formed integral therewith, and these seats front end of the load-carrying member, and

the long arm 6 extending rearwardly of said member,

In order that the levers D and E will not interfer with one another in their pivotal. operations, each lever E is pivoted in a different vertical plane from the adjacent lever D, and, as the latter lever is positioned below, and in substantially the same vertical plane as, the side reach a, the lever E is positioned laterally of said side reach, and, in the form of the invention shown in Figs. 1 and 2, to the outside of lever D.

Like levers D, levers E may be pivoted to the load-carrying member in different ways,

but in the embodiment under consideration 7 7 they are shown as secured to the exterior faces of the side reaches 0, in face-abutting relation. A detail of the mounting is shown in Fig. 6. It embodies a strap I, which extends transversely of the load-carrying member C and beneath the same, and is secured to the oppositeside reaches 0 by means of bolts or rivets i. Strap I-extends beyond the outer face of the side reaches 0, an d is turned up at its opposite ends, as shown in Fig. 6. A. bolt 2' is passed through an aperture in the turned-up portion of the strap and extends through the side reach 0, being held in place by a nut 6 Levers E lie intermediate the turned-up portion of strap I and the outer face of the side reaches of the loadcarrying member, and bolts i pass through holes in said levers and form the fulcrum on which said levers are adapted for pivotal movement.

Strap I plays an important part in the mounting described, since, as it extends across and beneath the load-carrying menu-- her, it forms a transverse brace, the ends of which cooperate with the side reaches a, to support the levers. In the absence of this transverse brace, a load imposed upon levers E would have a tendency to bend bolts e and, at the same time, twist the side reaches 0. However, when strap I is employed as described, it supports the outer ends of bolts a It Will be noted that the strap is shown as 130' For these, reasons, the i bent downwardly intermediate the side reaches 0, this being done so that the strap will clear the engine and transmission, which generally are positioned at the forward part of a motor-driven vehicle. 1

The long arm 0 of each lever E extends downwardly from, and rearwardly of, the load-carrying member, and carries at its end a spring 6 built up of a plurality of leaves, like springs (Z The end of each spring 6 terminates in an eyelet e which embraces a pin j mounted in a hanger J. A portion of each hanger J embraces the rear axle B and is adapted for pivotal movement thereon, but is precluded from movement longitudinally of the axle by means of two collars j, one of which is fixed to the axle at either side of hanger J.

The short arm 6 of each lever E extends forwardly from thepivot pin 2', and has a post 70 pivoted to the end thereof. Post Z: extends upwardly through the laterally projecting portions 0 of the front transverse member 0 and beyond the upper face there-' of. A helical spring 70 is coiled around post is in a depressed pocket Z2 which maintains the spring in co-axial relation with the post. Like posts h, the upper portions of posts it are threaded to receive nuts 70 which through. intervening washers 71:, retain the springs Z1 under tension.

From the-foregoing, it will be manifest that, since springs 7L are under tension, they operate to normally depress the rear portion of the load-carrying member C and to simultaneously elevate the short arms (Z of levers D. Because of the pivotal connection between levers D and the load-carrying member, however, the reverse effect will be produced at the opposite ends of the levers. That is to say, the forward portion of the load-carrying member will be impelled up ward y, and the long arms d of levers D will be depressed. its arms 01 of the pair of levers D are secured to the front axle, the forces transmitted through the rigid levers and load-carrying member, as the result of the operation described, serve to elevate or support the forward portion of the load-carrying member. The pair of levers E and their coiiperating springs operate in like manner to support the rear end of the load-carrying member.

.iiccordingly, shocks and vibrations received by the front axle will be dissipated by springs (Z and levers D, but any shock or vibration which is transmitted to the load-carrying member from the front axle will be received at the rear portion of the load-carrying member, after being greatly minimized and practically dissipated. In like manner, shocks or vibrations received by the rear axle will, in very greatly lessened strength, be transmitted to the forward por- 65 tion of the load-carrying member. Thus,

the shocks at the front axle will not affect the forward portion of the load-carrying member, nor will. the shocks at the rear axle affect the rear portion of the loadcarrying member. The action of the two pairs of levers D and E, and their associated springs (Z 71 and c 71: respectively, will be almost totally nullified, and the shocks or vibrations transmitted to the 'loadcarrying member will be of such slight and feeble nature as to be in consequential. This is largely due to the fact that two springs are associated with each lever. W'ith each of the levers D, for example, is associated a built-up leaf spring (P which receives the shock first, while such amount of tie shock which passes through spring (Z is delivered to lever D greatly decimated. There is, naturally, some resiliency in lever D, because of its length, and this resiliency further decreases the effect of the shock. Finally, the shock, to aifect the loadcarrying member, must be transmitted tl'irugh helical spring 1 b The whole construction is of a more or less resilient nature, and, in a structure of this kind, practically every part through which the shock must pass, in reaching the loadcarrying member, operates to cushion, to a more or less degree, the effect of the shock.

It will, moreover, be manifest that, as the two pairs of levers D and E operate in different vertical planes, neither pair will interfere with the other pair in the carrying out of its functions. Moreoveraccording to the construction described, the load-carrying member may be slung comparatively low, which feature is now recognized as highly advantageous in automobile construction.

Another way in which vibrations or shocks are minimized is by the loose or non-rigid connections between the ends of the long arms of the levers and. the respective axles. T he connection with the front axle is shown as a sliding connection, while the connection with the rear axle is shown as a pivotal connection. Either of these connections is much superior to a rigid connection, since.

experience and experimentation have'proved that the loose connections described operate, of themselves, to greatly cushion the struc ture against jars or shocks, whereas a rigid connection transmits the shocks with the same severity as that with whiclrthey are received.

In Fig. 1, I have shown levers D as having sliding connection with the front axle, and levers E as having pivotal connection with the rear axle. This construction is to be understood as illustrative, only, since, if desired, both pairs of levers might be pivotally conneetedto the two axles, or both might be slidably connected therewith. The connections illustrated are interchangeable and either may be used to the exclusion of the other, although both are highly practi cal and efiicient.

Because of the loose or non-rigid connections described, means is provided for maintaining the parallel relation between the front and rear axles. In Fig. 1, the front axle is shown as maintained in perpendicular relation to the longitudinal medial line of the load-carrying member by means of a pair of torque rods L, secured at their forward ends to the front'axle'A, and at their rearward ends to the long arms at of levers D. lrtods L are of rigid construction and are secured to the respective parts against longitudinal movement, so that the relation between the ends of the long arms cl of levers D and the front axle is constant. Rear axle B is maintained in parallel relation to the front axle by means of two other torque rods M, the rear ends of which are secured to the rear axle, and the forward ends of which are, in the form shown, secured to the drive shaft, preferably at that point in its length \vhereat the universal joint m is positioned. It will be understood, however, that torque rods M may be secured to levers E, which are associated with the rear axle, or, if desired, may cooperate directly with the load-carrying member. In any construction, however, rods M are secured at their opposite ends against longitudinal movement, and thus serve to maintain the rear axle in perpendicular relation to the longitudinal medial line of the loadcarrying member. i

The construction thus far described may be employed as a complete motor vehicle chassis, and, when so used, will operate with efficiency greatly in excess of that which has I heretofore been obtained in structures of this general character. It has, however, been demonstrated that, in vehicles wherein a load-carrying member is supported upon levers, there is apt to be some side sway of the load-carrying member when the vehicle is passing over rough or uneven roads. This side sway, while unpleasant to the occupants of the vehicle, is, moreover, detrimental to the suspension levers, and particularly so at their fulcrumed points. It is, therefore, desirable to provide some means to preclude this lateral sway and thereby eliminate the disadvantages referred to, among which may be mentioned the bending of the pivot pin, which is so apt to occur if the side sway is excessive.

In Figs. 3 and 4; is illustrated one practical method of eliminating side sway in a vehicle of this character. Upon front axle A of the vehicle are formed two upstanding brackets 41, to which are secured the opposite ends of a leaf spring N, by means of shackles a. Spring N is secured intermedie ate its ends to the transverse member 0 of the load-carrying member C by any suitable means, such as the yokes 72 Spring N may be in the form of a single leaf, or may, if desired, embody a plurality of leaves. Because of its resilient qualities, said spring does not in the least interfere with the pivotal operations of the levers, but absolutely precludes the side sway of the front portion of the load-carrying member. Moreover, it has an additional function, namely, that usually performed by a spring, the cushioning of shocks and vibrations.

Rear axle B is similarly equipped with a springO, secured by means of shackles 0 to upstanding brackets 0 formed on the rear axle. In order that the short arms (Z of levers D will have sufficient clearance, rear axle B is positioned a short distance rearwardly of the load-carrying member, and spring 0 is, accordingly, secured to the load-carrying member through the medium of a bracket or step 0 fixed on the rear transverse member 0 of the load-carrying member, as shown more particularly in Figs.

1 and 4t. SpringO thus operates in the same manner as spring N, to preclude side sway of the rear portion of the load-carrying member, so that, by the cooperative action of these two springs, such side sway and its inherent disadvantages are entirely ohviated.

In the embodiment of the invention thus far described, two ways of mounting the suspension levers on the load-carrying member have been set forth. One way consists in supporting the lever directly beneath the side reaches a of the load-carrying member, and the other way consists in supporting the suspension levers in face-abutting relation laterally of said side reaches. It will be apparent, to those skilled in the art, that the first mounting is by far the strongest and most rigid, and, accordingly, as rigidity and strength are pronounced desiderata in vehicle construction, I prefer, whenever possible, to employ the first-mentioned mounting, not only becauseof its strength, but because of the fact that the parts of the mounting may be made of lighter material and still afford adequate strength and rigidity. For these reasons, I have shown, in Figs. 8 and 9 of the drawings, modified forms of load-carrying member which allow ofv the supporting of both pairs of levers beneath the side reaches of the load-carrying member.

In Fig. 8, the load-carrying member P is shown as substantially rectangular in shape, but its opposite side reaches p (only one of which isv shown) are offset intermediate their ends, so that the rear portions ofsaid side reaches are out of alinement with, or in a different vertical plane from, the forward portions thereof. This allows of the positioning of the forward portions of the pair of suspension levers E, which are assoclated with the rear axle, directly beneath the ltorward portions p or the side reach 7),

and the positioning of the rear portions of the pair of lovers l) l'aeneath the rear pen tions gfi 01' said side reach. The mounting F employed for both pairs of levers is the same as that shown in Fi 5 oi the drawings. but, in this embed int ot' the invention, the bolt or red may or may not, as desired, extend from one side of the loadcarrying member to the other, this being entirely optional.

in Fig. 9 or the drawings, the load-carrying member it is shown as formed with a pair of parallel side reaches r and r posi tioned at each side of the medial line of said' member. These parallel side reaches are spaced substantially the same distance apart as is equivalent to the offset of the sir reach y in the "form of construction illustrated in Fig. 8, and the respective levers are mounted on the separate reaches r and 0*. That is to say, the pair oi levers It are pivotally connected by mountings l to the side reaches 1", while the'pair or levers l) are pivoted by mountings i to the other side reach 0. By this construction, the lovers are pivoted directly beneath the side reaches with which they are associated, each side reach carrying one lever. In either of the constructions shown in Figs. 8 and 9, the re suiting structure is extremely strong and durable, and lateral strains are ins illo lllt.

A further advantage of the construct ons of Figs. 8 and 9 resides in the fact that two helical springs may be employed to greater advantage at the short arms of both p of levers, than could be accomplished in the construction of Fig. 1. In Fig. 3., two helical springs are associated with the shortarms of levers D, but only one helical spring is associated with the short arms of levers E. Manifestly, the duplex spring arrangement is of greater strength and efficiency, as one spring is positioned at either side oi the vertical plane of the longitudinal reach of the load-carrying member with which the levers are'associated, while, with the single spring, it is mounted at one side only of said reach. The duplex spring arrangement can, obviously, be carried out with increased efficiency in the constructions of Figs. 8 and 9, as the lovers are positioned immediately hicle is of a heavy character, or is adapted to transport heavy weights.

Having thus fully described the invention, what I claim as new, and desire to secure by Letters Patent, is:

1. In a vehicle, the combination of a load carrying member, a front axle, a rear axle, a pair of levers of the first class, having arms of unequal length, fulcrumed to the load carrying member with the long arms of the levers extending from their -fulcrums to the front axle and secured thereto, resilient means cooperating with the short arms and the load carrying. member, a similar pair of levers directly fulcrumed to the load carrying member, the long arms of said levers extending from their 't'ulcrums to the rear axle and secured thereto, resilient means cooperating with the short arms of said pair of levers and the load carrying member, and resilient means independent of the levers and cooperating directly with the axles and the load carrying member for precluding side sway of said member.

2. A vehicle embodying a load carrying member, a front axle, a rear axle, a pair of levers of the first class, having arms or" unequal length, pivoted to the load carrying member rearwardly of the center thereof, the long arms of the levers extending for wardly of the load carrying member and having resilient, non-rigid connections with the front axle, and resilient means. cooperating with the short arms of said levers and the load carrying member, in combination with a second pair of levers of the first class, having arms of unequal length, pivoted to the load carrying member forwardly of the center thereof, the long arms of said levers extending rearwardly of the load carrying member and having resilient, non-rigid connections with the rear axle, and resilient means associated with the short arms of said levers and cooperating with the load carry ing member.

3. A vehicle embodying a load carrying member, a front axle, a rear axle, a pair of levers of the first class,having arms of unequal length, pivoted to the load carrying member, the long arms of the leverseiztending forwardly of the load carrying member and havingresilient, non-rigid connections with the front axle, and resilient means cooperating with the short arms otsaid levers and the load carrying member, in combination with a second pair of levers of the first class, having arms of unequal length, pivoted to the load carrying member between the points of pivoting of thefirst pair of levers and the front of the load carrying member. the long arms of said second pair of levers extending rearwardly of the load carrying member and hav'ng resilient, nonrigid connections with the rear axle, anl resilient means associated with the short arms of said levers and cooperating with the load carrying member.

4:. A vehicle embodying a load carrying member, a front axle, a rear axle, a pair of levers of the first class, having arms of unequal length, pivoted to the loadcarrying member, the long arms of the levers extending forwardly of the load carrying member and having resilient, non-rigid connections with the front axle, and resilientmeans pivotally secured to the short arms of said levers and cooperating with the load carry ing member, in combination with a second pair of levers of the first class, having arms of unequal length, pivoted to the load carrying member between the points of pivoting of the first pair of le rs and the front of the load carrying member, the long arms of said second pair of levers extending rearwardly of the load carrying member and having resilient, non-rigid connections with the rear axle, and resilient means pivotally secured to the short arms of said levers and cooperating with the load carrying member. 5. A vehicle embodying a load carrying member, a front axle, a rear axle, a pair of levers of the first class, having arms of unequal length, pivoted to the load carrying member with the long arms of said. is" extending forwardly of the load car 7 member, and leaf springs fixed to and tending beyond the ends of the long arms a said levers and having non-rigid connections with the front axle, 'n combination with a second pair of levers of the first class, having arms of unequal length, pivoted to the load carrying member between the points of pivoting of the first pair of levers and the forward edge of said load carrying member, the long arms of said levers extending rearwardly of the load carrying member, leaf springs secured to and extending beyond the ends of said long arms and having non-rigid connections with the rear axle, and resilient means associated with the short arms of each pair of levers and cooperating with the loadcarrying member.

6. Avehicle embodying a load carrying member,a front axle, a rear axle, a pair of levers of the first class, having arms of unequallength, pivoted to the lead carrying member with the long arms of said levers extending forwardly of the carrying member, leaf springs fixed to and extend.- ing beyond the ends of the long arms of said levers and having non-rigid connections with the front axle, and means for maintaining the front axle in perpendicular relation to the longitudinal medial line of the load carrying member, in combination with a second pair of levers of the first class, having arms of unequal length, pivneaaevv oted to the load carrying member between the points of )ivot'ing of the first pair of levers and the forward edge of said load carrying member, the long arms of said levers extending rearwardly of the load carrying member, leaf springs secured to and extending beyond the ends of said long arms and having non-rigid connections with. the rear axle, means for maintaining the rear axle in perpendicular relation to the longitudinal media]. line of the load carrymember, and resilient" means associated with the short arms of each pair of levers and cooperating with the load carrying member.

7 In a vehicle, the combination of a load carrying member, a front axle, a rear axle, a pair of levers of the first class, having arms of unequal length, fulcrumed to the load carrying member with the long arms of the levers extending from their fulcrums to the front axle and secured thereto, resilient means coeperating with the short arms of levers, positioned above said arms, and the load carrying member, a similar pair of levers also fulcrumed to the load arrying member, the long arms of said levers extending from their fulcrums to the rear axle and secured thereto, resilient means cooperating with the short arms of said pair of levers and the load carrying memher, and springs extending transversely of the load carrying member and cooperating directly with the axles and the load carrymember for precluding side sway of said member.

A supporting unit for a weight sustaining vehicle member embodying a lever of the first class mounted for pivotal movement' on, and beneath, the weight sustaining member, said lever having arms of unequal length, to the end of the longer of which is aflixed a spring adapted to be secured to an axle of the vehicle and to the shorter of which arms is pivoted resilient means cooperating with the weight sustaining member. 7

9. In a vehicle, the combination of a load carrying member embodying a plurality of side bars and transverse means for securing the side bars in rigid spaced relation, a front axle, a rear axle, and a plurality of levers for supporting the load carrying member on the axles, oneof said levers be-' ing of the first class and having arms of unequal length, a hanger secured to one of said bars for fulcruming said lever beneath, and in substantially the same vertical plane as, said bar, resilient means associated with the long arm of said lever and non-rigidly secured to one of the axles, and resilient means pivotally mounted on the, short arm of said lever and cooperating with the load carrying member.

10. A vehicle embodying a load carrying member constructed from a plurality of longitudinal bars and transverse spacing bars, the longitudinal bars being bent intermediate their ends so that the rear portion of the load carrying member is of different width from the front portion thereof, a front axle, a rear axle, a pair of levers of the first class pivotally mounted on and directly beneath the rear portion of the longitudinal bars of the load carrying member withthe long arms extending forwardly of said member and having resilient, non-rigid connections with the front axle, a second pair of levers of the first class, having arms of unequal length, pivoted to and directly beneath the forward portions of the longitudinal bars of the load carrying member with their long arms extending rearwardly of said member and having resilient, non-rigid connections with the rear axle, and resilient means associated with the short arms of each lever and cooperating with the load carrying member.

11. In a vehicle, the combination of a load carrying member, a front axle, levers pivoted to said load carrying member and secured to the front axle, a rear axle, levers pivoted to the load carrying member and non-rigidly connected to the rear axle, said levers serving to support the load carrying member above the axles, and means, independent of the levers, for precluding side sway of the load carrying member.

12. in a vehicle, the combination of a load carrying meml'zer, a front axle, levers pivoted te said load carrying member and nonrigidly connected to the front axle, a rear axle, levers pivoted to the load car ing member and secured to the rear axle, said levers serving to support the load carrying member above the l nes, and means, independent of the levers, mounted on the load carrying member and cooperating with the axles for precluding side sway of the load carrying member. a

13. In a vehicle, the combination of a load carrying member, a front axle, levers pivoted to said load carrying member and secured to the front axle, a rear axle, levers pivoted to the load carrying member and non-rigidly connected to the rear axle, said levers serving to support the load carrying member above the axles, and a spring secured to the load carrying member and to one of the axles for precluding side sway of the load carrying member. g

14. vehicle embodying a load carrying member, a front axle, a rear axle, a pair of levers of the first class, having arms of unequal length. pivoted to the load carrying member and in substantial vertical alinement with the sides thereof, the long arms of the levers extending forwardly of the load carrying member and connected with the front axle, upstanding posts secured to the ends of the short arms of said levers, extending upwardly through the load carrying member, and provided at their upper ends with enlarged portions, springs coiled about said posts intermediate the load carrying member and the enlarged portions of the posts, and means for varying the tension of said springs, in combination with a second pair of levers of the first class, having arms of unequal length, pivoted to the load carrying member between the points of pivoting of the first pair of levers and the front of the load carrying member and in substantial vertical alinement with the sides thereof, the long arms of said second pair of levers extending rearivardly of the load carrying member and connected with the rear axle, upstanding posts associated with the free ends oi? the short arms of said levers and extending upwardly through the load carrying member, enlarged portions near the free ends of said posts, springs coiled about said posts intermediate the load carrying member and the enlarged portions of the posts, and means for varying the tension of said springs.

15. A vehicle embodying a load carrying member, a front axle, a rear axle, a pair of levers oi the first class, having arms of unequal length, pivoted to the load carrying member, the long arms oi the levers extending for *a'rdly of the load carrying member and connected with the front axle, a plurality of upstanding posts associated with the free end of each of the short arms of said levers, extending upwardly through the load carrying member, and provided at their upper ends with enlarged portions, springs coiled about said posts intermediate the load carrying member and the enlarged portions of the posts, and means for regulating the tension of sa1d springs, in combination with a second palr oi levers of the first class, hav ing arms of unequal length, pivoted to the load carryin member between the points of pivoting of the first pair of levers and the front of the load carrying member, the long arms of said second pair of levers extending rearwardly of the load carrying member and connected with the rear axle, a plurality of upstanding posts associated with the free end oi each or" the short arms of said levers and extending upwardly through the load posts .on said levers extending through and above the load carrying member, in 'substan tial vertical alinement with'one of the sides thereof and provided at their free ends with enlarged portions, springs coiled about the posts intermediate the load carrying member and the enlarged portions, and means for re ulatin the tension of said ms win s in ,b a a 7 17. In a vehicle a load carr in -member V 7 a p a a front axle, a rear axle, a pair of levers pivoted to the load carrying member and connected with the front axle, a plurality of upstanding posts on each of said levers extending through and above the load carrying member and provided. at their free ends with enlarged portions, springs coiled about the posts intermediate the load carrying member and the enlarged portions, and means for varying the tension on springs, in combination with a second pair of levers pivotedto the load carrying member and connected with the rear axle, a plurality of upstanding posts on each of said: levers extending through and beyond the load 0 rrying member and provided at their fine ends with enlarged portions, springs intermediate the load carrying member and the enlarged portions of saidposts, and means for varying thetension of said springs.

18. A vehicleembodying a load carrying member, a front axle, a rearaxle, a pair of levers of the first class extending substantially the entire length of the load carrying member and pivoted intermediate their length to said member, a pair of hangers pivotally mounted on the rear axle, pivotal connoctions between one arm of each of said levers and one of said hangers, and resilient connections between the other arms of said leversand the loadcarrying member, in combination'with a second pair of levers substan' tially equal in length to the length of the load carrying member and pivoted intermediate their ends ;to said member, one arm of each of said second pair of levers being connected with the front axle, and the other arms of said levers being resiliently connected with the load carrying-member.

1,9. In a vehicle, a load carrying member embodying a plurality of longitudinal bars, means for maintaining said bars in spaced relation, each longitudinal bar being bent intermediate its ends so that the rear portionof the load carrying member is of different width from the front portion there-of, a front axle, a rear axle, and a plurality of levers pivotally mounted on the side bars and resiliently secured thereto and to the axles, the point of pivoting of each lever being directly beneath, and in vertical alinement with, its corresponding side bar.

in testimony whereof I have signed my name to this specification.

CHARLES DRABEK. 

